Plying machine



Dec. 17, 1929. w, sTELzr-:R 319739963@ FLYING MACHINE Filed new .1.7.192,7 2 sheets-shew l 36 L Witness: Invento:

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Patented Dec. 17, 1929 UNITED STATES WILLIAM STELZER, OF CHICAGO,ILLINOIS FLYING MACHINE Application filed December 17, 1927. Serial No.240,798.

The invention relates to flying machines having vertically oscillatingcarrying planes, which are movably supported, so as to adapt themselvessimultaneously to the relative air currents at any direction of motion,thereby producing lift and thrust when descending, and the main objectsof the invention are, first, to provide a flying machine with verticallyreciprocating transverse carrying planes, means to adapt the angle ofwing setting automatically to the direction of motion and a power plantreciprocating the said carrying planes; second, to make the angle ofwing setting of the carrying planes automatically adaptable to theoscillations by springs giving the carrying planes the tendency toattain a positive angle of attack and to support the carrying planespivotally at points located forward of the center of the lifting forces,causing the airfoil to incline when descending, therefore effecting liftand thrust and, third; to transmit the vertical movements of the pistonsof the power plant directly to the wing, making any rotating partsunnecessary, thereby producing an inexpensive and reliable engine.

It is well known that present day aeroplancs are sustained in thc air byaccelerating air in a downward direction, which is effected'by a powerplant turning a propellerl and thus accelerating a comparatively smallmass of air against the direction of flight in order to move largeblades, known as wings or carrying planes, forward, the latter inducingthe lift by accelerating the air about it in a downward direction. Theaim is to utilize the energy of the fuel to accelerate as large a massof air as possible in a downward direction in order to produce lift. Itis quite obvious, that by transmitting the energy in series by as manyelements as described above, only a fraction of the energy is reallyreaching its destination and producing lift,

. the rest is lost in friction yand by accelerating air in a horizontaldirection. Another loss is caused by the induced drag due to thepositive angle of rwing setting. The energy consumed to thrust theaeroplane forward is only a fraction of the entire energy spent if it isconsidered that the wing drag exceeds the parasite drag.

The aim of my invention is to provide an aeroplane with means totransmit the energy from the power plant directly to the carrying planesand to accelerate the air about them in an oblique downward directionpointing backward, producing lift and thrust in a more economic andefficient way than heretofore attained. Therefore a flying machineembodying my invention will have a greater range and carrying capacity,and a higher commercial value than propeller-driven aeroplanes, whosepropeller losses and induced drag have kept aviation from a greater suc-G= cess.

Further objects of the invention will appear in the following detaileddescription, taken in connection with the accompanying drawings wherein:

Fig. l is a top plan view of the flying machine, showing two continuouswings mounted in tandem fashion.

Fig. 2 is a longitudinal section taken through the center of the frontpart of the "Y flying machine.

Fig. 3 is a transverse vertical section taken through the center of theforward unit looking toward the front of the flying machine.

Fig. 4 is a hypothetical diagrammatic view illustrating the pitch of anascending airfoil in reference to the longitudinal axis X of theaircraft, said axis X being parallel to the direction of normal flight,and the direction of reciprocation being approximately parallel to thenormal vertical axis of the said aircraft.

Fig. 5 is a hypothetical diagrammatic view illustrating the inclinationof a descending airfoil.

Describing the invention more in detail and with particular reference toFig. l there is illustrated a flying machine embodying a centrallypositioned fuselage 27 with the usual empennage 34 thereof comprising apair of operable transverse planes 35 and a vertical rudder 36, theseelements being operable from within the fuselage at a convenlent point.

Geometrically negative inclination of an .100

airfoil herein designates a position of such airfoil similar to thatillustrated in Fig. 5.

In the two cylinders 1 and 2, which are mounted to the fuselage,reciprocate the pistons 3 and 4 connected to the pistons rods 5 and 6respectively, the latter pass through centrally positioned airtightguides` 19 and reciprocate the rigidly secured U shaped rods 7 and 8,whose top ends are formed into clevises bearing the wings 9 and 10 bythe prins 26 seated in the lugs 25 extending :from the carrying planes.'ll he U shaped rods 7 and 8 pass through and are held vertical by theguides 28 secured to the fuselage 27.

The cylinderheads are provided with openings b ,airing the exhaustval-ves 20, which are kept to their seats by the springs23andtemporarily opened by the lugs 244 extending from the wings f) and 10.rl`he combustion chambers 29 are equipped with the electric spark plugs1S, which, together with the electric spring contacts 17 fastened to thebottom the fuselage 27, term part of the ignition system. vThe chambersbelow the pistons 3` and 4L con'nnunicate with the carburetor 1.5`through the lshort tubes BObearing the flap valves 1a, which permit thecombustiblemixturejfrom the carburetor 15 to flow intothe cylinders whenthe pistons move upward and thereby cause a suction. The lower ends ofthe piston rods and 6 extend into the U` shaped tube mounted to thefuselage 27afnd,to the landing gear housing 31, and are adapted to theends of the tube ,21, which form airtight guides for the said pistonrods 5V and 6. The enclosed air thus serves asr an elastic lever forthe. piston rods 5 and 6 and forces the latter to reciprocatealternatingly.

"The springs 11 and. 12 impress a pitching rin uw (Sil moment on thewings 9 and 10, to these they` are connected by the wires 13 passingthrough slots inthe fuselage skin and to the lugslG extending frorntherods faudLG.

The cockpit 33 has its opening in front of the power plant and isprovided with a seat 38 for the pilot and with the meansto control theflying machine, the control stick 39 beingindicated illustratively inFig. 2.

The landing gear housing 31 isof streamline shape and extends centrallyfrom the bottom of the fuselage 27. It supports the single landing wheel37 and the tube 21, at the same time preventing any undesired headresistance of-these elements. I The skids 32 extend from thelowerlongrons o flthe fuselage and prevontlhe flying machine vfrom banking.when taxying on, the ground. A fuel tank may be mounted into thefuselage at a convenient place with Vthe means toA lfeed the fuel -tothe carburetor 15,*whichis shown diagrammatically in 2, tlieseelementsbeing the usual-andfoi1ming 4no part, of this application, will not bedescribed.

The operation is as follows t'aupposing the flying machine is rest onthe ground and its engine has to be started, the wings 9 and 10 have tobe reciprocated manually to fill the combustion chambers 29 with acombustible gas-mixture and to compress the latter before being ignitedby an electric ignition system, whose timing apparatus is replaced bythe contacts 17, which close the circuit when touched by the lugs 16.The wiring connections are made in such a way that by closing the rearcontact the gas-mixture inthe cylinder will be ignited and that theclosing of the forward contact will effect the ignition in the cylinder2.

Referring tolig, 2, the illustration corresponds to'a working stroke inthe rear cylinder 2, with the igulite-d,v gases expanding, pressing thewing A down andthe wing, 9 up due to e the action ofL t-he air inrthecoininunicating tube 21. In the cylinder 2'the exhaust valve 20, as wellas the checky valves 22 and 1/1, is closed andthe combustible gasmixturebelow the piston which was sucked in previously throughthe'carburetor^15,is being compressed. Thedescending piston rod 6compressesthe air in the tube. 21, forcing the piston rod 5= andtheelements, attachedthereto toeascend, the valves and 22, in the cylinder1 are kept. to theirv seats and prevent the escape` of the gases beingcompressed in the combustionchamber 29.0f the said cylinder' 1.Infthefspaee below the piston 3. a suctionl is effected' bythe saidascending piston:v 3, allowing air. ton flow. through the, carburetorl`15, mix Vwith car.- burete d'lfuel and .pass through. the check valveMinto thesaidspace belowthepiston 3. `At the end ofivthe stroke thelug,24 onl the rear. wing" 1Q opens the exhaust valve 20, permittingI`the spent gases inthe cylinder 2" to. escape rwhile thecompressed,gas-mixture..below the piston l expands andiiovws through thecheck valve 22 into the combustion chamber 29, pushing the burnt. gasesthrough the exhaust valve 20. At the Sametime-the lug 16 on the rod 8touches the rear Contact springl 17 and thus` closes the electriccircuit which causes a spark on the forward spark plug 18 projectinginto the, combustioncliamber 29, igniting the combustible gasesthereinand hereby starting the working stroke of the piston. The forwardcheckvalve 14 built into the tube 3Q communicating with the cylinder 1has closed Aitself and thefresh mixed gases are going to Vbecompresserbbv the descending piston 3, the piston rod oattached theretocompresses the air in the tube 21 and forces the pistonrods'and-theelements attached thereto to ascend. rEhe .check valve 2 0. onthecylinder 2; closes again. after the freslrsupply ofcombustible,gasmixture has replaced the exhaust gases` andthe checkvalve 14 is ,openedrby the, inflowinggaemigture, the check valve22.beingpi;essed. to, its seat lby the .combustible gases .above thepiston 4, which "are compressed by the latter. As

the lugQi secured to the under side of the i Wing 9 opens the eXhaustvalve 20, the spent gases in the combustion chamber 29 of the forwardcylinder escape and are replaced by the fresh supply of gas-mixtureunder the piston 3 which is flowing through the check valve 22, whilethe lug 16, secured to the rod 5 touches the contact spring 17, causingthe spark which ignites the compressed. combustible gas-mixture in thecombustion chamber 29 of the rear cylinder 2, thereby starting the nextperiod of operation perfectly identical to the one described.

The wings 9 and 10 aro mounted pivotally to the top ends of the rods land S respectively and reciprocate alternatingly. The lateral includingthe axis of the pins 2G, about which each ving is rotatable, is locatedbetween the leading edge and the center of active lift; this arrangementeffects that each airfoil, when projected through the air, will be givenby the latter the tendency to reach the Zero-lift angle. This attitudeis counteracted by the springs 11 and 12, whose function is to impress apitching moment on the said airfoils. The springs 11 and 12 exert such atension that holds the airfoils at the most economic angle of attack,when not reciprocating and projected through the air at a mean speed.

During the reciprocation of the airfoils 9 and 10 the lift induced inthe descending airfoil increases and the latter inclines in ageometrically negative direction relative to the longitudinal axis ofthe aircraft and to its path of flight, but the angle of attack relativeto the air remains positive because the airfoil is descending. Thedownward motion of the inclined airfoil, as illustrated in Fig. 5,effects a thrust upward perpendicular to the wing cord, the omponentsbeing thrust and lift.

yl"he ascending wing, whose position is illustrated diagrammatically inFig. 5, maintains a positive angle of pitch but as the springs arealmost fully contracted they exert very little force and the airfoil isalmost as Zerolift angle, which, due to the upward motion of the airfoilis yet very steep in relation to the longitudinal axis X of theaircraft. rlhis arrangement is chosen to prevent the undesired induceddrag, which would be very great if the wings were to produce lift whileascending. After the burnt gases have spent their obtainable energy theairfoils increase the amplitude of the period of reciprocation due tothe momentum of their mass, thereby further compressing the gas-mixtureswhich are not ignited yet. At the turning point of the motion theairfoils have reached the normal angle of wing setting and adaptthemselves again to the accelerating motion in the opposite direction,with the tendency de' scrioed above, therefore the flying machine isthrust forward and lifted alternatingly by the airfoils 9 and 10. Thelatter are constructed in such way as to have their mass perfectlybalanced, for instance by provifing a single twist free spar or truss ineach wing slightly ahead of the supporting points, or by reinforcing theairfoil around the entering edge, which is effected on present daycarrying 'planes by wing rib formers or by using plywood as wingcovering from the spar to the leading edge.

The combination of the wings 9 and 10, both rotatable about the pins 26,together with the wires 13 and the springs 1l and 12 has suchchsfiracteristics whereby he flying machine can be partly used fordynamic soaring flight, by utilizing the momentum of turbulent air asoccurs during strong winds, when the air not only flows in alongitudinal direction, but also oscillates vertically. An upward aircurrent produces a lift in the wings 9 and 10 but instead of the induceddrag resulting` in an aeroplane with lined airfoils having a positiveangie of wing etting, a thrust is induced due to the negativeinclination orn th l wings 9 and 10, said inclination being caused bythe increased lift. During a down current the springs 11 and 12contract, as the lift diminishes, thus causing the wings to pitch. Thedescending air current thereby is prevented from pressing the aircraftdown, the latter travelling by its own momentum until the air currenthas reversed.

lVhile there are herein shown and described the preferred embodiments ofthe invention with two wings mounted in tandem fashion in combinationwith a power plant adapted to reciprocate said wings, the latter beinglocated above the center point of gravity to make a lateral balancingmechanism superfluous, it may be nevertheless understood that theinvention can be carried out in ways different from that shown withoutdeparting from the spirit and scope of the invention. As for instanceany number oi wings mounted in tandem fashion or one above the other maybe used, reciprocated vertically or in an oblique line by a power plantas described in this application or any standard engine, thereciprocating motions of the wings being brought about by a crank shaft.

Two alternatingly reciprocating wings have been chosen in thisapplication for the embodiment of my invention, because they can givethe smoothest working by alteratingly producing a continuous lift andthrust, and insure a smooth flight due to the balancement of themomentum of the said wings, nevertheless my invention ca also beembodied in a flying machine having a single reciprocating airfoil, saidairfoil being mounted in the manner described for the tandem flyingmachine and reciprocated by a standard nagine or a single cylinderinternal combustion engine conforming with lli) the system described'above, the U: shaped tube 2l, for instance, being closed on one side sothat the enclosed air would serve as pneumatic spring, to effect aninstantaneous ascent of the said sing-leairfoil and to compress thecombustible gas-mixtnrein the cylinder.

For the salie of simplicity of the theory of my invention, l1 havedescribed thcairfoils as stitl' continuous carrying planes; neverthelessit may be added, that they can be provided with ailerons operable fromWithin the fuselage, to control the lateral stability of the aircraft7or a stiff lateral truss may be rigidly secured to each of thereciprocating rods?4 and 8, the wing ribs being rotatably mount-ed aboutsaid truss and tended individually by springs to maintain a positiveangle of attack.

it is, of course, to be understood that the invention may be constructedin other man ners and the parts associated in different rela` tions andtherefore, I do notl desire to be limited in any manner except as setforth in the appended claims.

Having thus described my invention, claim:

l.. In aircraft, the combination of a fuselage, a reciprocatinglelement, an airfoil pivotally mounted to said'reciprocating element,Ithe pivotal axis about which said airfoil is rotatable being locatedforward of the line of action ofthe resultant airforce, springmeans toimpress a pitching moment on the said airfoil, and means to recpirocatesaid reciprocating element and airfoil.

ln aircraft of` the class described, in combination, a fuselage, aplurality of alter n atingly reciproca-ting elements, atransverseair-foil pivotally mounted to each ofthe said reciprocatingelements,thelateral axis containing` the pivots about Which each respectiveairfoil is rotatable being located forward of the line of action of theresultant air force, elastic means to impress avpit'ching moment on saidairfoils, and means to reciprocate said reciprocating elements and airfoils.

3. ln aircraft of the class describel, in combination, a fuselage,reciprocatingelements, a plurality of transverse airfoils pivotallymounted to each of the said reciprocatingy elements. the pivotal lateralaxis of each air-foil being located forward'ot 'the line of action ofthe resultant air force acting on said respective airfoil, elasticmeansto impress a pitching moment on the said airfoils, and means toalternatingly reciprocate said reciprocatingy elements.

et. In aircraft of the class described, in combination with theconstruction as claimed in claim l, a single-cylinder engine mountedrigidly to the fuselage, and means to transmit the reciprocating motionsof the piston of said engine directly to the reciprocating eiementscarrying the airfoil.

5. rllhe construction suchY asA disclosed in claim 2, wherein theairfoils are in tandem.

6. The construction suchas disclosed in` claim 2, wherein the airfoi'lsare superposed'.

7. ln combination with the constructionz such as claimed in cla-im 2, aninternal conrbustion engine having a plurali-ty of cylinders, means tovconnect the pistons of said engine directly to the reciprocatingelements carrying `the airfoils, and means to elastically interlock thereciprocating elements so as-toT reciprocate a'lterna'tingly.

8. In an aircraft, for the purpose of; uti'- li zing air currents formotive poivrer, the combination of a fuselage, aframe therein, atransverse continuous airfoil pivotally mounted to said frame, the axisvabout which the airfoil is rotatable being forward of the center ofeffective lift! induced inthe said airfoil, elastic means being toimpressa pitching moment on the said airfoil tov such an extent asvto'attain anfangl'e of attackvv which is the most economic to producerliftduring soaring flight, and to attaina geometrically negative inclinationduring anupwa'rd m'otion'of an air current, which gives the manimumoflift and thrust, and meansto-reciprocatethe said frame and the airfoilattaohedthereto;

lllbereupon I affix my signature'.

iviLLrAMf statali-n.

